JPS63149233A - Control device for automatic starting clutch - Google Patents

Abstract

PURPOSE:To prevent variation of idling engine speed in the device in the caption, by making the control in such a manner that, a transmitted torque capacity is so controlled as to be decreased by a set value in comparison with the ordinary torque capacity when an engine load except that for a driving system increases. CONSTITUTION:An idling detecting means A and engine speed detecting means B are provided, and an engine load detecting means C is also provided to detect that the engine load except that for a driving system exceeds a reference value thereof. On the basis of outputs from these detecting means A, B and C, an actuator E is controlled through a clutch control means D in accordance with the engaging characteristic in which the transmitted torque capacity of a starting clutch increases as the engine speed increases, thereby controlling the transmitted capacity of an automatic starting clutch F. Furthermore, the clutch control means D is so constituted that the actuator E is controlled so as to decrease the transmitted torque capacity corresponding to the engine speed based on said engaging characteristic by a set value when output signals from respective detecting means A, B and C are inputted therein.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control device for an automatic start clutch, and particularly to a control device for an automatic start clutch that can arbitrarily control transmission torque capacity using an actuator.

Conventional technology and its problems Conventionally, as an automatic clutch control method for a vehicle power transmission system, when the engine speed drops to a first reference speed, the oil pressure of the actuator that connects and disconnects the clutch is reduced to control the engine speed to the clutch. When the engine rotation speed recovers to the second reference rotation speed, the actuator oil pressure is increased, and the engine rotation speed decreases as the actuator oil pressure increases. A method has been proposed in which the process of lowering the actuator oil pressure is repeated (Japanese Patent Application Laid-Open No. 61-24866). In this case, the engine speed does not fall below the engine speed that would cause an engine stall, preventing engine stall, and since the clutch is always kept in a slipping state, noise caused by running backwards on a slope or due to play in the gears can be avoided. It has the advantage of preventing

However, in the above control method, the engine speed is
Since the rotation speed reciprocates between the reference rotation speed and the second reference rotation speed, and the creep torque of the clutch also fluctuates back and forth accordingly, there is a drawback that it gives a sense of discomfort to the driver. To solve this problem, the relationship between the engine speed and the transmission torque capacity can be set as a continuous characteristic, and the transmission torque capacity can be continuously changed as the engine speed fluctuates.

However, when the electrical load is large, such as when the heater or defogger is operating, or when the air conditioner is operating, the engine load increases, the engine speed decreases and idle fluctuations occur, and the engine vibrations are amplified in the transmission section, causing unpleasant noise. It may cause vibration.

In this case, if the engine speed-transmitted torque capacity characteristic is uniformly set as described above, it is not possible to prevent unpleasant vibrations from occurring when the engine load is large.

OBJECTS OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to provide a control device for an automatic starting clutch that can prevent unpleasant vibrations caused by engine vibrations when the engine load other than the drive system is large. It is about providing.

Structure of the Invention In order to achieve the above object, the present invention, as shown in FIG. 7, provides an idling detection means for detecting an idling state in a control device for an automatic starting clutch in which the transmission torque capacity can be arbitrarily controlled by an actuator; A means for detecting that an engine load other than the drive system exceeds a reference value, a means for detecting the engine speed, and an actuator according to an engagement characteristic in which the transmission torque capacity of the starting clutch increases as the engine speed increases. 1. A clutch control means for controlling the clutch. The clutch control means controls the actuator to reduce the transmission torque capacity corresponding to the engine rotation speed according to the engagement characteristic by a set value when the detection signals are input from the idling detection means and the engine load detection means and the raw engine rotation speed detection means. It is something to do.

In other words, when the engine load other than the drive system becomes large, such as when the electrical load is large or when the air conditioner is operating, the transmission torque capacity of the clutch is reduced by a set value compared to the normal transmission torque capacity corresponding to the engine speed. By lowering the torque, the creep torque is reduced, and a decrease in the idle rotation speed can be prevented.

This prevents idle fluctuations and prevents unpleasant vibrations from occurring.

DESCRIPTION OF EMBODIMENTS FIG. 1 shows a vehicle equipped with an automatic starting clutch according to the present invention.
A belt-type continuously variable transmission is shown, with the crankshaft 2 of the engine 1
is connected to the input shaft 4 via the damper mechanism 3. An external gear 5 is fixed to the end of the input shaft 4, and this external gear 5 meshes with an internal gear 6 fixed to the drive shaft 11 of the continuously variable transmission IO to transfer the power of the input shaft 4. The speed is decelerated and transmitted to the drive shaft 11.

The continuously variable transmission 10 is composed of a driving side boolean 2 provided on a drive shaft 11, a driven side boolean 4 provided on a driven shaft 13, and a V-belt 15 wound between both pulleys. The drive side pulley 12 has a fixed sheave 12a and a movable sheave 12b.
A torque cam device 16 and a compression spring 17 are provided behind the movable sheave 12b.

The torque cam device 16 generates a thrust proportional to the input torque, and the compression spring 17 generates an initial thrust sufficient to prevent the V-bell 1-15 from loosening, and these thrusts provide the V-belt 15 with the belt tension necessary for torque transmission. Granted.

On the other hand, the driven pulley 14 as well as the driving pulley 12,
It has a fixed sheave 14a and a movable sheave 14b,
Behind the movable sheave 14b is a hydraulic chamber 18 for controlling the gear ratio.
is provided. The hydraulic pressure to this hydraulic chamber 18 is controlled by a pulley control valve 43, which will be described later.

A hollow shaft 19 is rotatably supported on the outer periphery of the driven shaft 13, and the driven shaft 13 and the hollow shaft 19 are connected and connected by an automatic start clutch 20 consisting of a wet multi-disc clutch. Hydraulic pressure to the automatic starting clutch 20 is provided by a starting control valve 45, which will be described later.
controlled by A forward gear 21 and a reverse gear 22 are rotatably supported on the hollow shaft 19, and a forward/reverse switching dog clutch 23 connects either the forward gear 21 or the reverse gear 22 to the hollow shaft 19. It is designed to be connected. A reverse idler gear 25 that meshes with the reverse gear 22 and another reverse idler gear 26 are fixed to the reverse idler shaft 24. Further, a counter gear 28 that meshes with the forward gear 21 and the reverse idler gear 26 at the same time, and a final reduction gear 29 are fixed to the counter shaft 27, and the final reduction gear 29 meshes with the ring gear 31 of the differential device 30. , transmits power to the output shaft 32.

The pressure regulating valve 40 regulates the hydraulic pressure discharged from the oil reservoir 41 by the oil pump 42, and outputs it as line pressure to the pulley control valve 4.
3 and the start control valve 45. Pulley control valve 4
3 and the start control valve 45 actuate the solenoids 44 and 46 in accordance with the duty control signal output from the electronic control device 60, and control the line pressure to control the driven pulley 14, respectively.
Control hydraulic pressure is output to the hydraulic chamber 18 and the starting clutch 20.

The specific structure of the control valves 43 and 45 includes, for example, a combination of a spool valve 50 and a solenoid valve 52 as shown in FIG.
and the drain boat 55 are selectively opened and closed, and the output boat 5
It is also possible to use a single three-bottom electromagnetic valve that outputs control hydraulic pressure to 6. For example, when the control valve 43, 45 is configured with a spool valve 50 and a solenoid valve 52 as shown in FIG. 2, and the duty ratio output from the electronic control device 60 to the solenoid valve 52 is D, The output oil pressure PM of 50 is given by the following equation.

pcLffXAI =PL XDXA2+F ・(
1) In the above formula, A, , A2 are each spool valve 5
PL is the line pressure, and F is the spring load of the spring 51.

In addition, when the control valve 43.45 is constituted by a single solenoid valve as shown in FIG. 3, its output oil pressure pHlIT is calculated by the following formula % Formula % In formulas (1) and (2), A, , A2. Since PL and F are constant values, the duty ratio and the output oil pressure P are proportional. On the other hand, since the gear ratio of the continuously variable transmission 10 and the transmission torque capacity of the starting clutch 20 can be controlled by the output oil pressure P, the gear ratio of the continuously variable transmission 10 and the transmission torque capacity of the starting clutch 20 can be controlled by the duty ratio. Can be controlled freely.

FIG. 4 shows a block diagram of the electronic control device 60, and in the figure,
61 is a sensor that detects the engine rotation speed (or the rotation speed of the input shaft 4), 62 is a sensor that detects the vehicle speed, and 63 is a sensor that detects the rotation speed of the driven shaft 13 (the input rotation speed of the starting clutch 20 or the rotation speed of the driven pulley 14). 64 is a sensor that detects each shift position of P, R, N, D, L, 65 is a heater switch, 66 is a defogger switch, 67 is an air conditioner switch, and 68 is a throttle opening sensor. The sensor (switch) 61 is a sensor that detects the degree of
~67 signals are input to the input interface 69,
The signal from the sensor 68 is converted into a digital signal by an A/D converter 70.

71 is a central processing unit (CPU), 72 is a read-only memory (ROM) in which programs and various data for controlling the pulley control solenoid 44 and the start control solenoid 46 are stored, and 73 is a memory that is sent from each sensor. 2 random access memory (RAM) 74 is an output interface for temporarily storing signals and parameters, and these CPU 71, ROM 72, RAM 73,
Output interface 74, input interface 69
and A/D converter 70 are interconnected by bus 75. The output of the output interface 74 is output as a duty control signal to the boolean control solenoid 44 and the start control solenoid 46 via the output driver buffer 6.

The solid line in FIG. 5 shows the normal engagement characteristics of the starting clutch 20 stored in the ROM 72 of the electronic control unit 60, that is, the relationship between the engine rotation speed (clutch input rotation speed may also be used) and the transmitted torque capacity. The transmission torque capacity is set to increase continuously as the number increases.

On the other hand, when the engine load other than the drive system is large, for example when electrical loads such as heaters, defoggers, headlamps, etc. are activated, or when the air conditioner is activated, the engine speed decreases, so the transmission torque capacity increases along the solid line in Figure 5. If this occurs, the engine speed will further decrease and the idle fluctuation will become more severe, and the vibrations will be amplified in the transmission section via the starting clutch 20, causing the problem of unpleasant vibrations. In order to solve this problem, the present invention lowers the transmission torque capacity by a set value A with respect to the consistency characteristic shown by the solid line in FIG. 5, as shown by the following equation (shown by the broken line in FIG. 5).

T'=TA...(3)
In the above equation, T' is the transmission torque capacity when the engine load is large, and T is the transmission torque capacity under normal conditions. The set value A may be a constant value6, but may be variable depending on the type and size of the electrical load or air conditioner load.

In addition, when a wet type clutch is used as the starting clutch 20, the vertical axis in FIG.
In the case of the configuration shown in FIG. 3, the clutch oil pressure and the duty ratio are proportional, so the vertical axis may be taken as the duty ratio. In this case, equation (3) can be replaced with the following equation.

D'=D-a...(4)(
In equation 4), D' is the duty ratio when the engine load is large, D is the duty ratio during normal times, and a is the set value.

As mentioned above, if the starting clutch 20 is controlled so that the transmission torque capacity is lowered by the set value compared to the normal transmission torque capacity characteristic when the engine load is large, the decrease in the idle rotation speed is suppressed, and the idle fluctuation is suppressed. The unpleasant vibrations caused by In addition, in cars that automatically idle up when the air conditioner is activated, the creep torque of the clutch also increases as the idle speed increases.
Although there is a risk that the vehicle may unexpectedly jump out of the vehicle, as in the present invention, when the air conditioner is activated, the transmission torque capacity is reduced by the set value, so the creep torque is also reduced, making it possible to prevent the vehicle from jumping out. be.

Next, an example of the operation of the automatic starting clutch control device will be described with reference to FIG. 6.

When starting, first, various sensors detect driving signals, such as engine speed, vehicle speed, clutch input speed, throttle opening, and shift position. Read out from the diagram (81).Next, the throttle opening θ of the above signals is set to a constant value θ.

(Compared with 10%, for example, 82), then set the vehicle speed V to a constant value ■. (e.g. 2 km/h) (83),
θ〉θ. Alternatively, when V>Vo, the vehicle is not idling, so the duty ratio is directly output to the start control solenoid 46 (84). On the other hand, θ≦θ.

If it is large and ■≦VO, it is in an idling state, so
Next, check whether the heater switch 65 is ON (85), the defogger switch 66 is ON (86), and the near consui atiro 7
is ON or not (87). If all the switches are OFF, that is, the electrical load or air conditioner load is zero or small, the normal duty ratio is output as is in the same way as in (84). On the other hand, if any switch is ON, the engine load is large, so the duty ratio D' is calculated from equation (4)88), and this duty ratio, D'
is outputted to the start control solenoid 46 (89), and the control is terminated.

Note that the starting clutch of the present invention is not limited to a wet clutch, but may also be a dry clutch or an electromagnetic clutch as long as the clutch can arbitrarily control the transmission torque capacity.

Further, in the embodiment, a duty control solenoid is used as the actuator and the transmission torque capacity is controlled by the duty ratio, but the present invention is not limited to this.

Furthermore, the starting clutch is not limited to the downstream side of the continuously variable transmission, but may be placed upstream of the continuously variable transmission.

Further, the transmission in which the automatic starting clutch of the present invention is installed is not limited to continuously variable transmissions such as V-belt type continuously variable transmissions and toroidal type continuously variable transmissions, but may be general stepped automatic transmissions. Of course, this is a good thing.

Effects of the Invention As is clear from the above explanation, according to the present invention, when the engine load other than the drive system increases, the transmission torque capacity of the clutch is increased compared to the normal transmission torque capacity corresponding to the engine speed. I decided to lower only the set value, so
Creep torque is reduced and a drop in idle speed can be prevented. This prevents idle fluctuations and prevents unpleasant vibrations from occurring.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of an example of a belt-type continuously variable transmission to which the present invention is applied; Figures 2 and 3 are specific structural diagrams of a control valve;
Fig. 4 is a block diagram of the electronic control device, Fig. 5 is an engagement characteristic diagram of the starting clutch set in the electronic control device, and Fig. 6 is a diagram of engagement characteristics of the starting clutch set in the electronic control device.
J is a flowchart of an example of the method of the present invention, and FIG. 7 is a block diagram showing the constituent elements of the present invention. DESCRIPTION OF SYMBOLS 1... Engine, 4... Input shaft, 10... Continuously variable transmission, 20... Automatic start clutch, 32... Output shaft, 45... Start control valve, 46... Start Control solenoid, 60...electronic control device. Applicant Daihatsu Motor Co., Ltd. Agent Patent Attorney Hidetaka Tsutsui Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 7 Figure 6

Claims (1)

[Claims] A control device for an automatic starting clutch capable of arbitrarily controlling transmission torque capacity by an actuator, comprising: idling detection means for detecting an idling state; means for detecting that an engine load other than the drive system exceeds a reference value;
The clutch control means includes a means for detecting the engine speed, and a clutch control means for controlling the actuator according to an engagement characteristic in which the transfer torque capacity of the starting clutch increases as the engine speed increases. An automatic starting clutch characterized in that, when a detection signal is input from a load detection means and an engine rotation speed detection means, an actuator is controlled to reduce the transmission torque capacity corresponding to the engine rotation speed according to the engagement characteristic by a set value. Control device.